wobthing-ton



(No Model.)

0.0. WORTHINGTON.

DIRECT ACTING ENGINE.

PatentedDeo. 2

6 Sheets-Sheet 1.

6 Sheets-Sheet 2.

(No Model.)

0. G. WORTHINGTON.

DIRECT ACTING ENGINE.

Pategfilted Dec. 22, 1885.

%. was.

N4 PETERS, PhnlmLllhogn'pher, winhin ion. i). C.

(No Model.)

6 Sheets-Sheet 3.

0. O. WORTHINGTON.

DIRECT ACTING ENGINE.

Patented Dec. *22, 1 885.

N, PETERS, Phub-Lilhugnphln Wnhingun. n. c

(No Model.) I

r G. O. WORTHINGTON.

. DIREGT ACTING ENGINE. v

No. 332,857. j Patented Dec. 22, 1885.

Imam/Z87 JCZ'eqC' I Jww 6 W 6 SheetsSheet 4.

(No Model.) 6 SheetsSheet 5. G. O. WORTHINGTON.

DIRECT ACTING ENGINE.

No. 332,857. Patented Dec. 22, 1885.

N. PETERS. Pholo-L'rthogn hen Wzuhillghn. n c

6 Sheets Sheet 6.

(No Model.)

0. G. WOR THINGTON.

DIRECT ACTING ENGINE.

Patented Dec. 22, 1885.

IIIIIIIIIIIIIIIIIIII N. PETERS, Phom-Lilhogrlpher. Washmglnn. an,

'j l UNITED STATES PATENT @EFICE.

CHARLES C. WORTHINGTON, OF IRVINGTON, NEW YORK.

DIRECT-ACTING ENGINE.

SPECIFICATION forming part of Letters Patent No. 332,857,dated December22,1885.

Application filed September 26, 1885. Serial No. 178,248. (No model.)

To all whom it may concern.-

1 Be it known that 1, CHARLES C. WORTHING- TON, a citizen of the UnitedStates, residing at Irvington, county of Westchester, and State of NewYork, have invented certain new and useful Improvements in Direct-ActingEngines, fully described and represented in the following specificationand the accompanying drawings, forming a part of the same.

The present invention relates, generally, .to that class of engineswhich are known as diroot-acting, and particularly to those engineswhich are provided with one or more compensatin g or auxiliarycylindersand pistons which are supplied with a suitable motor-fluid, and arearranged to act in opposition to the main piston or pistons during thefirst part of the stroke of the latter, and in conjunction therewithduring the latter part of the stroke, enabling the admission of steam tothe main cylinder or cylinders to be cut off before the stroke iscompleted without reducing the power of the engine at the end of thestroke.

One form of such an engine is shown and described in United StatesLetters Patent No. 292,525, heretofore granted to me.

a The present invention consists in various improvements upon theconstruction and organization therein shown, whereby the engine as awhole is rendered more effective and desirable.

' These improvements, briefly stated, consist, first, in a governorvalve or cook and connections, which are so arranged that when theengine is running without its load or with less than its full load, orwhen it is suddenly relieved of its load, the valve or cook will operateto shut off the admission of the motorfluid to the compensating cylinderor cylinders,-and thus prevent the engine from acting violently andcausing damage second, in the interposition of a volume of liquidbetween the motor-fluid and the piston or pistons of the compensatingcylinder or cylinders, which liquid fills the cylinder or cylinders andconnections and transmits the pressure of the elastic motor-fluid to thepiston or pistons; and,third, in connections by which the valve orvalves of the main steam'cylinders are operated in such manner that thebreaking of a piston or plunger rod operates to stop the engine.

As a full understanding of these various improvements can only beimparted by a detailed description of the whole organization in which.they are embodied, all further preliminary description will be omittedand a detailed description given, reference being bad to theaccompanying drawings, in which- Figure 1 is a side elevation of aduplex compound pumping-engine embodying the present invention, theparts being shown in the positions they will occupy when the pistons ofthe two sides of the engine are at the ends of their strokes in oppositedirections. plan view of the engine, showing the parts in the positionsthey will occupy when the pistons of both sides of the engine are at themiddle of their strokes. It is to be understood, however, that when inoperation the two sides of the engine are never in these relativepositions, they being shown in these positions simply for the purpose ofmore readily ex plaining the invention. Fig. 3 is an elevation of thewater end of the engine, showing particularly the compensating-051inders, the parts being in the same position as in Fig. 2. Fig. 4 is asectional elevation taken uponv the line :0 a: of Fig. 2. Fig. 5 is anenlarged sectional elevation taken upon the line or :10 of Fig. 4. Fig.6 is a diagrammatic View illustrating the operation of the cut-offmechanism; and Figs. 7,8, 9, 10, and 11 are views illustratingmodifications in certain details, which willbe hereinafter referred to.

Referring to said drawings, it is to be understood that as thereillustrated the steam end Fig. 2 is" a of the engine, or what may betermed the en;

gine proper, consists of four steam-cylinders, A Band GD,whioh arearranged in pairs and to operate upon the compound principle, the pair AB forming one side and the pair 0 D the other side of the duplex engine.The pistons 98 99 of the cylinders A B are connected to the singlepiston-rod 25, and the pistons of the cylinders G D are connected to thesingle piston-rod 26 in the same manner. The cylinders A B and O D areprovided with the usual steam-chests, a b and 0 (I, having ordinaryslide-valves, (not shown,) which are provided with balancingpistonssuspended from swinging rods,which are hung in the trunks 7 5in thewell-known manner. The two valves for each side of the engine areoperated by the same valve-rod, and these rods, 23 24 are provided withthe usual connections, consisting of links 22, rock-shafts 76, havingarms 21 77, and links 78, by which the valves of each side of the engineare operated by the movement of the other. The particular arrangement ofthese connections constitutes one feature of the present invention, andwill be hereinafter fully described. The steam-chests a c are providedwith induction-pipes 27, through which the steam is supplied to thecylinders A direct from the boiler. After acting in the cylinders A Othe steam is exhausted through the pipes 79 and enters the tank G at areduced pressure, which pressure is determined by the amount ofexpansion permitted in the cylinders A C. From the tank G the steampasses through the pipes 80 2 81 to acondenser or to the open air.

to the steanrohests b d, and thence to the larger cylinders B D, inwhich it acts, and is allowed to expand down to any desired point, afterwhich it is exhausted through the pipes The organization and operationthus briefly described is common, and will be readily understood bythose familiar with this class of engines.

- The water end of the engine consists of two water-cylinders,E F, theplungers 97 of which (only one of said plungers being shown) areconnected directly to the piston-rods 25 26 in the usual manner. Thewater-cylinders E F are provided with the usual suction and forcechambers, 93 94 and 95 96, the former coinmunicating with thesuction-main 100 and the latter with the force-main 101 in the usualmanner. The force main is also provided with the usual air-compressionchamber, 102, to equalize the flow of the water discharged from thepump.

The piston rods 25 26, instead of terminating at the plungers of thewater-cylindcrs,are extended and pass through stuffing-boxes in the endsof said cylinders, and are connected to the piston-rods 39 49 of twopairs of oscillating cylinders, 40 50, which are arranged at the ends.of the water-cylinders, substantially as shown in my former LettersPatent before referred to, and are mounted upon trunnions 20, which aresupported in a suitable framework,92, extending from the ends of thewatercylinders.

The piston-rods 25 26 are connected to the piston-rods 39 49 of theoscillating cylinders as follows: Each of the rods 25 26 is provided atits endwith a yoke, 28, (see Fig. 2,) the arms of which are providedwith openings through which passes a rod, 29, the ends of which areprovidedwith suitable heads, 30, which slide in bearings 31 formed inthe frames 92. The rods 39 49 of one cylinder (the lower one, as shown)of each of the pairs 40 50 are provided with yokes 32, the arms of whichlie just inside the arms of the yokes 28, and are pivoted to the rods29. The rods'3949 of the other cylinder of each of the pairs'40' 50areprovided with heads 33, which just fit between the arms of the yokes 32,and are also pivoted to the rods 29. The rods 29, where they passthrough the heads 33 and the arms of the yokes 32, are provided withsuitable bushings, as shown, to reduce the wear upon the bearings.

The motor-fluid is supplied to the oscillating cylinders 40 50 asfollows: -The inside trunnions, 20, of the cylinders are provided withducts 34, which, extending through enlargements 35 formed on the sidesof the cylinders, open into the outer ends of the cylinders behind theirpistons 38 48, as shown in Fig. 5. The ducts 34 communicate with fourhorizontal branch pipes,36,which abut against the ends of the trunnions20, and lead to a main vertical pipe, 37, which opens at its upper endinto a closed chamber, 74, which has a capacity at least equal to thecombined displacement of the four pistons 38 48. The ends of the pipes36 which abut against the trunnions 20 are provided with flanges orenlargements 2, over which fit flanged couplings 3, which are bolted tothe ends of the trunnions. By this means and by the use of a suitablepacking between the ends of the trunnions and the pipes 36 a tight jointis formed between the oscillating trunnions and the stationary pipes 36.The upper end of the pipe 37 is slightly enlarged, so as to form achamber, 41, for a valve, 42, the rod 43 of which extends downwardthrough the pipe 37 and passes out through a suitable stuffing-boxlocated in the lower end of the pipe. The bottom of the chamber 41 is soformed that when the valve 42 is permitted to fall to its seat 18 itwill shut off all communication between the chamber 74 and the pipe 37.The purpose of this arrangement will .be made clear when the operationof the apparatus is explained. The lower end of the rod 43 is providedwith a small piston, 16, which works in a cylinder, 17, the bottom ofwhich communicates by a pipe, 82, with the force-main 101. By means ofthis arrangement the pressure of the water in the force-main is alwaysexerted upon the bottom of the piston 16, and this pressure, underordinary working conditions, is sufficient to raise the piston in itscylinder and hold the valve 42 in its raised position. The rod 43 isprovided with a spring, 44, which is arranged between a collar on therod and a stationary part of the fame-work, and the tendency of which isto force the rod 43 and valve 42 downward, so as to close the valve andshut off communication from the chamber 74 to the pipe 37. The purposeof this arrangement will also be made clear when the operation of theapparatus is de scribed.

As explained in my former Letters Patent, No. 292,525, the motor-fluidwhich is used in the compensating cylinders 40 50 may be steam, whichcan be supplied from the boiler of the engine and admitted to thecylinders either directly or through a tank, in which it is maintainedat a suitable pressure; or it may IIO -, form of air-compressingapparatus.

be a liquid which is maintained at a suitable pressure by any means; orit may be compressed air or other gas, which is maintained at the properpressure in any suitable manner,

as by a compressing-pump operated either by the engine, as shown anddescribed in my Letters Patent No. 309,676, or in any other convenientmanner. There are, however, many cases in which it is not desirable touse steam in the compensating-cylinders, and it has also been found inpractice that there are certain disadvantages incurred in the use ofcompressed air or other gas in these cylinders which it is desirable toavoid.

Among other things, it has been found particularly difficult to preventthe air or other gas from leaking past the pistons of thecompensating-cylinders without packing these pistons so tightly as tocause a considerable loss of power by reason of the friction.

I have found that the most satisfactory re sults can'be attained byusing a compressed gas, preferably air, as the motor-fluid andtransmitting the pressure of the gas to the pistons ofthecompensating-cylinders through the medium of a body of a water, oil,or other noncompressible fluid which fills the cylinders and connectionsand acts directly upon the pistons. By this means a liquid packing isinterposed between the compressed gas, which, for convenience, will becalled "air, and the pistons of the conipensating-cylinders, which fillsthe cylinders and connections, and thus acts to prevent the escape ofthe air by leakage, and also to keep the pistons well lubricated.

The compressedair which acts upon the pistons 38 48 through the body ofliquid, which, for convenience, will be called water, contained in thechamber 74 and the cylinders 40 50 and connections, is supplied andmaintained at the proper pressure by any suitable The apparatus for thispurpose will preferably, however, consist of an air-compressing pump,83, of the construction shown in my former Letters Patent, No. 309,676,and this pump will preferably be operated from a crank-arm, 45, which isfixed on an extension, 46, of one of the trunnions 20 of the oscillatingcylinders. By operating the pump 83 in this manner it is caused to maketwo strokes to each stroke of the engine, the advantages of whichoperation are fully set forth in my said former Letters Patent. The rod47 of the pump 83 may, however, be connected to and operated from anyother moving part of the engine. The discharge-pipe 51 of the pump83communicates with a closed tank, 103, the same as described in my saidformer Letters Patent, and this tank is provided with a conduit-pipe,73, which enters the bot-tom of the chamber 74 and extends upward in thechamber, terminating at a point above the surface of the water therein.The pipe 73 is provided with a cook or valve, 52, by which it can beclosed when it is desired to prevent the passage of the air from thetank instead ofbeing mountedin bearings supported upon the tie-rodswhich connect the steam and water cylinders, as has been heretoforecommon, are mounted in bearings 84, secured to the ends of thewater-cylinders or their force-chambers, and the links 78, instead ofbeing connected to and receiving motion from cross-heads secured to thepiston-rods 25 26, between the steam and water cylinders, as hasheretofore been customary, are arranged to pass between thewater-cylinders, and are connected to extensions 72 of the rods 29. Byreason of this arrangement not only can the distance between the steamand water cylinders be reduced so as to make the engine much morecompact, but the valves of the steamcylinders are also so operated thatthey will be arrested upon the breaking of either of the mainpiston-rods 25 26, thereby stopping the engine. This latter is a featureof great im-v portance, as when the valves were operated fromcross-heads upon the piston-rods the breaking of a rod at any pointbetween the cross-head and the pump-plunger did not arrest the valves,and consequently the engine would continueto operate; but being relievedof the load the pistons would move with great violence and endanger theengine.

The operation of the engine thus organized will now be described. Forthe purpose of this description it will be assumed that the chamber 74and the connections leading to the cylinders 40 50 are filled withwater, which rises in the chamber to a point somewhat below the top ofthe pipe 73, as indicated in Fig. 5, and also that the compressor 83 hasbeen operated, by hand or otherwise, so that the proper pressure existsin the tank 103 and on the surface of the water on chamber 74. For thepurpose of filling the chamber 74 and the connections leading to thecylinders 40 50 with water, there may be provided a small hand-pump, as90, (shown by dotted lines in Fig. 5,) which is connected by a pipe.91,with one of the pipes 36, or with the pipe 37 or the chamber 74. Letit be now assumed that steam has been admitted to the cylinders A B andC D, and that the pistons 98 99 of the cylinders A B are commencingtheir stroke toward the water-cylinders. When the parts are in thisposition,the cylinders 40 and their pistons and rods will be in positionto act in opposition to the main piston-rod 25, as shown in Fig. 1. Asthe pistons 98 99 advance the pistons 38 will be forced back into thecylinders 40,so as to expel the water therefrom and force it back "intothe chamber 74 against the pressure of the air in the tank 103. Theopposition thus offered by the pistons 38 will, however,owing to theconstant changein the angles of the rods 39', gradually decrease, untilthe pistons 98 99 arrive at the middle of their stroke, at which pointthe pistons 38 will act in opposition to each other, as shown in Fig. 4,and offer no opposition to the rod 25. During the remainder of thestroke the operation is reversed, the wathe same direction.

ter in the chamber 74, acted upon by the compressed air in the tank 103,is forced back into the cylinders 40, and the pistons 38, instead ofoffering a gradually-decreasing opposition, offer a gradually-increasingassistance to the pistons 98 99. During this operation the link 78,acted upon by the rod 29, will be moved so as to rock the shaft 76, andthrough the arm 21 move the rod 24 and the valves of the -cylinders O D,so that just as the pistons 98 99 of the cylinders A B complete theirstroke toward the water-cylinders steam will be admitted to thecylinders O D to start the pistons of those cylinders upon their strokein During this stroke the cylinders 50 and pistons 48 will act, first,in opposition to and then in conjunction with the pistons of thecylinders O D, the same as just described in connection with thecylinders A B, and just at the end of the stroke the other link,78,acted upon by the other rod, 29, will rock the other shaft, 76, andthrough its arm 21 move the rod 23 and the valves of the cylinders A B,so as to start the pistons 98 99 upon their return-stroke, and so theoperation will continue to be repeated, all as more fully set forth inmy former Letters Patent,No. 292,525. If from any cause the pressure ofthe air in the tank 103 should become reduced below the proper point,the rod 47 of the compressor 83 will be connected to the crank-arm 45,so as to set the compressor in operation and force more air into thetank, and thus raise the pressure. If at any time either one of thepiston-rods 25 or 26 should break at any point, so as to disconnect therod 29 from the steampistons, this rod will, of course, be arrestedeither immediately or at the end of the stroke of the pistons 38 or 48,to which it is connected. As soon as either of the rods 29 is thusarrested the link 78, to which it is connected, will also be arrested,

' thus stopping the valves of the opposite side of the engine, andconsequently bringing that side of the engine to rest at the end of thestroke which it is then making. As soon as one side of the engine isthus brought to rest the valves of the other side (the one having thebroken rod) will of course receive no further movement, and the steamwill thus be prevented from entering the cylinders. This is a feature ofgreat importance, as if the valves were operated so as to allow thesteam to act upon the pistons after the rod was broken the pistons,being relieved of their load, would be moved violently in the cylinders,and would be liable to cause great damage to the engine. In pumpingwater or other liquid through a long line of horizontal or nearlyhorizontal pipe-as, for example,'in the petroleum-oil pipe-lines, wherethe main part of the power of the engine is expended not in raising theliquid but in overcoming the fric tion ofthe liquid against the sides ofthe pipe,

pipe and the load upon the engine are comparatively light, but graduallyincreases as the speed of the engine increases until the maximum isreached. In those cases also where the pressure in the pipe and the loadupon the engine are due to the height to which the water or other liquidis forced it sometimes happens that it is necessary to start the enginewith little or no load upon it. This is the case when, for any reason,the force or discharge main has become emptied while the engine is atrest. In such case the pressure in the main and the load graduallyincrease as the main is filled until the maximum is reached. In any ofthese cases it is of course necessary, in order to prevent the enginefrom acting violently and causing damage, to graduate the power whichthe engine is permitted to develop to the load which is to be moved, thepower developed being allowed to gradually increase as the speed of theengine and the load increases' In ordinary engines this can be done byoperating the throttle-valve so as to properly regulate the amount ofsteam admitted to the steam-cylinders, and so far as the available powerwhich is developed by the main cylinders is concerned this can bereadily done in the present engine; but as to the power developed by thecompensatingcylinders the case is different. The power developed bythese cylinders, as will readily be seen, is al ways the same,regardless of the quantity of steam admitted to the main cylinders, andcannot be regulated or controlled by the operation of thethrottle-valve. When, therefore, the engine is to be started, or runwith little or no load, there must of course be suifi IIS cient steamadmitted to themain cylinders to V overcome the resistance offered bythe pistons of the compensating-cylinders up to the mid: dle of thestroke. As soon, however, as the middle of the stroke is reached themain piss tons are not only relieved of this resistance or load, but areassisted by the pistons of the compensating-cylinders, so that, unlessmeans were provided for preventing it, the last half of the stroke wouldbe made with great violence,which would be liable to cause damage. Inpumping against heavy pressure there is also of course some danger thatthe force-main may burst, which, in case it should happen,

would suddenly relieve the engine ot'the whole or a large part of itsload, thus allowing the speed of the engine to become suddenlyaccelerated to such an extent as to be liable to I I s occasion damage.In order to avoid all of these difficulties, and to prevent the enginefrom damaging itself under any of these circumstances, there is provideda governor valve or cock and connections, which are so arranged thatwhen the engine is started or run without its load, or with considerablyless than its full load, or when suddenly relieved of the whole or alarge part of its load, the valve or cook will operate to shut off orregulate the admission of the motor-fluid to the compensating-cylinders,and thus prevent the engine from acting violently, so as to causedamage. This governor cock or valve may be arranged to be operated in avariety of ways, either by the speed of the engine or by the directaction of the load. In the case of a pumping-engine it will preferablybe controlled and operated by the pressure of the liquid in theforce-main. For this purpose, therefore, the pipe 37, through which thewater flows in passing from the chamber 74 to the cylinders 50, isprovided with the governor-valve 42, the rod of which is provided withthe spring 44, and the piston 16, working in the cylinder 17, whichcommunicates through the pipe 82 with the force-main, as hereinbeforedescribed. The piston 16 is of such area that when the ordinaryworking-pressure exists in the forcemain the pressure upon the piston,communicated from the main through the pipe 82,will raise the pistonagainst the tension of the spring 44, and hold the valve 42 in itsraised position, as shown in Fig. 5, so as to permit the water to flowfreely from the chamber 74, through the pipes 37 36, to thecompensatingcylinders. W'hen, however, from any cause the pressure inthe main, and consequently the load upon the engine, is reduced to anyconsiderable extent, a corresponding reduction will take place in thepressure upon the piston 16, so that the tension of the spring 44 willbe sufiicient to move the rod 43 and the piston downward and close thevalve 42, and thus prevent any of the water in the chamber 74 from beingforced into the compensating-cylinders. As soon as this takes place thepistons 38 48, instead of working in conjunction resistance to the mainpistons.

with the main pistons during the last half of the stroke, will either bein equilibrium, or work against a partial vacuum, so as to either exertno power oroffer aconstantly-increasing If the valve 42 should be thusclosed at atime when either pair of the compensating cylinders aremoving toward the center of the stroke, the water in the cylinders willbe forced past the valve back into the chamber 74, but will then beprevented by the valve from passing in the opposite direction.

From what has been said it will be seen that the governor-valve 42serves two purposes:

First, when the engine is started or run with little or no load, itprevents the pistons of the compensating-cylinders from acting, and thusavoids the violence which would be occasioned by allowing these pistonsto act when there was no load upon the engine. As soon, however,astheload upon the engine, or the pressure in the main 101 becomessufficient to render the assistance of the pistons of thecompensating-cylinders desirable, the valve per- .mits these pistons tobe brought into action;

and, second, when for any reason, as by the bursting of the main 101,the engine is sud-' denly relieved of a large part or the whole of itsload, this valve at once prevents the compensatingeylinders and pistonsfrom acting further and causing damage.

The construction and arrangement of the governor-valve 42 and theconnections for operating the same, which have been described, areregarded as the best for the purpose; but the form of the valve and ofthe connections for operating it may be varied within wide limitswithout departing from the invention.

When the engine is used for pumping, it i preferable, as before stated,that the governor Valve or cock should be operated by the pressure ofthe liquid in the force-main; but it is not essential that it should beso operated. In the case of an engine which is not used for pumping, oreven in the case of a pumpingengine, it may be operated by any ordinaryform of governor which is connected to some moving part of theengine,and so arranged that whenever the engine attains an undue speedit will operate the valve or cook so as to prevent the pistons of thecompensating-cylinders from acting. 7 Even when the valve 42 is operatedby the pressure in the force-main many modifications may be made in theconnections between the valve and the piston 16 without departing fromthe essential features of the invention. Several of the manymodifications which may be thus made are illustrated in Figs. 7, 8, 9,and 10.

In the construction shown in Fig. 7 the spring 44 is omitted and apivoted lever, 85, provided with an adjustable weight, 86, is used forforcing the piston 16 downward to close the valve 42 when the pressureis removed from the piston. In this case also the rod 43 is providedwith a telescopic con- IIO This by-pass affords means by which, whennecessary, the water can be allowed to flow slowly into thecompensatingcylinders, so that, in starting the engine, for example, thepistons of these cylinders can be allowed to act slowly before thepressure in the main 101 has become sufficient to open the valve 42.This by-pass can, of course, be

applied to any other arrangement of valve or 000 The construction shownin Fig. 8 is the same as that shown in Fig. 7, except that the spring 55is located above the valve 42, instead of in' the telescopic connection54.

In the construction shown in Figs. 9 and 10 the cylinder 17, instead ofbeing located beprovided with an arm, 60, the endof which enters anopening in the rod 43. The spring 55 in this case is arranged above thevalve 42, the same as in the construction shown in Fig. 8. The rod 43 isnot provided with the telescopic connection 54, the valve 42 beingarranged to have a slight movement along the rod instead. In theconstruction shown in these last two figures the friction of the shaft58, turning in the stuffingbox in the side of the pipe 37, is less thanthe friction of the rod 43, moving through the stuffing-box in thebottomiof the pipe, and consequently the movement of the valve and rodis made more easy, and the apparatus is consequently rendered moresensitive to variations in the pressure of v the water in the forcemain.

The valve 42, instead of being of the form already described, may be ofany other suitable forrn, or may be in the form of a cock, as shown inFig. 11. In this case the plug 68 of the cock 42 is connected to thelever 85, and

'is so arranged that when the lever is rocked by the upward movement ofthe piston 16 it will be opened to permit the water to flow out of thechamber 74 to the compensating-cylinders, as shown in said figure. Assoon, however, as the pressure is removed from the piston 16 the weight86 will rock the lever 85 in the opposite direction, so as to close thecock. When a cock is used in place of the valve, there will be provideda by-pass, as 70, or some equivalent means, having an inwardly-openingcheck-valve, as 71, which will allow the water to flow from thecompensating-cylinders when the cock is closed. This by-pass and valve71 may be made to also performthefunction of the bypass 87 and valve 56by providing means for preventing the valve 71 from entirely closing.may be used in place of the weight 86, or a spring may be combined withthe weight, as shown in Figs. 9, 10, and 11. So, also, the rod 43 orlink 15, instead of being connected to a piston, as 16, may be connectedto a diaphragm which is acted on by the pressure in the force-main.

Many other modifications may be made in the connections for operatingthe valve 42, but those shown are deemed sufficient to impart a fullunderstanding of the invention.

From what has heretofore been said it will In any of these cases aspring be seen that during the first half of the stroke of each side ofthe engine only a part of the power exerted by the steam upon thepistons 98 99 is available for moving the load, the remainder being usedto overcome the resistance offered by the pistons of thecompensatingcylinders, but that during the last half of the stroke thewhole power of the steam upon the pistons 98 99 is available for movingthe load, and in addition thereto the power exerted by the pistons ofthe compensating -cylinders.' This fact makes it possible to cut off thesteam from the main cylinders after a part of the stroke has been madeand yet obtain a practically-uniform propulsive power throughout theentire stroke. The cylinders A B and O D are therefore provided withsuitable cut-ofl' mechanisms, by whicl1,after their pistons haveadvanced a certain distance, say one-half, or somewhat more or less thanonehalf, the stroke, the further admission of steam is cut off, theremainder of the stroke being accomplished by the expansive force of thesteam already in the cylinders,aided by the power exerted by the pistonsof the compensating-cyl inders, the gradual falling off of power,due tothe expansion of the steam in the main eylinders,being compensated forby the gradual increase of available power exerted by the pistons of thecompensating-cylinders.

For the purpose of cutting off the ad mission of the steam to thecylinders A B and G D at the proper point in the stroke, theinductionports 14 of these cylinders are provided with bushings 13,having plugs or rotary valves 12, which extend through the walls of theports 14, and are provided with arms 11, which are connected by links 10with two pairs of levers, 6] which are fulcrumed on studs 57, as shown.(See Figs. 1, 2, and 6.) The levers 61 are pro- .vided with arms 62,connected by links 63. so

that the two levers of each pair are caused to move in unison. The arm62 of the inner le vers of the two pairs are extended and connected bylinks 64 with heads 65, which are arranged to slide in bearings 66,located at the sides of the cylinders A O. The heads 65 are providedwith rods 67, which pass through stuffing-boxes in the ends of thecylindersB D, and are connected to their pistons 99. The bushings 13 areprovided with ports 4, which open into the ports 14, and the valves 12,which are cut away at their centers, are provided with solid portions 5,which are so located that as the valves are turned they will pass overand close the ports 4. The ends of the levers 61 are connected tothe-links 10 by means of heads 6, which slide in slots 7 formed in thelinks, as best shown in Fig. 6, thus allowing an amount of lost motionbetween the levers and the arms 11. The parts 9 of the links 10 aretapped and provided with screw-bolts 8, which can be set in diii'erentpositions, so as to change the amount of lost motion in the links 10,and thus vary the point of cut-off. The parts will be so proportionedand adjusted that when the pistons of the cylindersA B and O D commencetheir strokes the ports 4 of the bushings at the ends of the cylinderswhich are receiving steam will be open and the ports 4 at the oppositeends will be closed, as shown in Fig. 6.

As the cut-off mechanisms for all four of the cylinders are exactduplicates the description of the operation of one willsnflice for allfour. During the first part of the stroke the heads6 will move idly inthe slots 7, and will, consequently, not move the valves 12. Then,however, the piston arrives at the point where it is desired to cut offthe further admission of steam behind the piston, the head 6 at the endof the cylinder which is receiving steam will come into contact with thebolt 8 and quicklyturn the valve 12, so that the solid portions 5 willcover the ports at and shutoff the further admission of steam behind thepiston. After this takes place the head 6 will move back idly inthes1ot7 during the remainder of the stroke.

As the piston nears the end of its stroke, however, the head 6 at theother end of the cylinder, which has been moving idly in the slot7 ofits link 10, (first toward the arm 11 and then away fromit,) will comeinto contact with the end ofthe slot and turn the valve 12 ofthat end ofthe cylinder from the position shown in Fig. 6, so as to uncover theports 4. and permit steam to enter that end of the cylinder when themain valve is reversed. Upon the return-stroke of the piston theoperation will be repeated. From this it will be seen that upon thestroke during which the valve is closed there is lost motion between thelever 61 and the arm 11, both before and after the closing of the valve,while. upon the stroke during which the valve is opened the lost motionis all before it is opened.

By adjusting the bolts 8 the length of the slots 7 can be varied so asto cause the ports 4 to be closed sooner or later, and thus vary thepoint of cut off as may be desired.

The cutoff mechanism just described is regarded, all things considered,as the most desirable form for the purpose; but any other known form ofmechanism for this purpose may be employed, if preferred.

In conclusion, it is to be remarked that although the invention isherein shown as applied to a duplex compound engine this form of enginehas been selected merely for the purpose of illustration. The inventionmay be applied equally well to duplex engines which do not employcompound cylinders, or to single engines which are either simple orcompound. In fact, as to its main features, the invention may be appliedto any directacting engine for whatever purpose employed. In the case ofa single engine the link 78 will, of course, be connected to its ownpiston-rod at the outer end of the water-cylinder, in the same mannerthatit is connected to the pistonrod of the opposite side of the enginein the case of a duplex engine.

- Instead of providing two of the compensating-cylinders for each of themain piston-rods,

only one such cylinder may be provided, and

cylinders and arranged to oscillate, may be located between the waterand steam cylinders, or at the outer ends of the steam-cylinders,- andthey may be arranged to operate upon the main piston-rods in-any of theways described and shown in my former Letters Patent, No. 292,525, or inany other way.

Instead of using a single governor valve or cook to control the,admission of the motor, fluid to all of the compensatingcylinders, theremay be one of these valves or cooks for each of thecompensating-cylinders.

It is also to be remarked that parts of the invention may be usedwithout the WhOlG. The governor valve or cook 42 may be omitted, or thisvalve or cock may be used when I the motor fluid is a liquid instead ofa gas,- with a liquid packing interposed between it and the pistons ofthe compensating-cylin-' ders. So, also, the valve or valves of the mainsteam cylinder or cylinders may be operated in the ordinary manner,instead of from the end or ends of the main piston rod or rods; or theconnections shown for operating the valve or valves of the main steamcylinder or cylinders may be applied with advantage to en-' gines whichdo not employ the compensating-- cylinders,or in which the compensatingcylinder or cylinders are located in a different position from thatshown. So, also, the cut-off mechanism herein shown maybe applied withadvantage to other forms of engines.

No claim is herein made to the mechanism, per se, shown and describedfor cutting off the admission of steam to the cylinders A B and O D, asthe same forms the subject-matter of another application filed by me inthe United States Patent Otfice November 10, 1885, Serial No. 182,330.

WVhat I claim is- 1. The combination, with a main cylinder or cylindersand piston or pistons, of a compensating cylinder or cylinders providedwith a piston or pistons and rod or rods, and supplied with a suitablemotor-fluid and arranged to act in opposition to the main piston orpis-' tons during the first part of the stroke, and in conjunctiontherewith during the last part of the stroke, and a governor valve orcook arranged to control the admission of the motorfluid to thecompensating cylinder or cylinders, substantially as described.

2. The combination, with the main. cylinders and pistons forming the twosides of a duplex engine, and provided with connections by which thevalve or valves of each side is or are operated by the other side, of acompensating cylinder or cylinders for each side of the engine, eachprovided with a piston and rod, and supplied with a suitable motor-fluidand arranged to act in opposition to the main piston or pistons to whichthey are connected during the first part of the stroke,and inconjunction therewith during the last part of the stroke, and a governorvalve or cock arranged to control the admission of the motor-fluid tothe compensatingcylinders, substantially as described.

3. The combination, with a main cylinder or cylinders and piston orpistons, of a compensating cylinder or cylinders provided with a pistonor pistons and rod or rods, and supplied with a suitable motor-fluid andarranged to act in opposition to the main piston or pistons during thefirst part of the stroke, and in conjunction therewith during the lastpart of the stroke, and a governor valve or cock controlled by theresistance of the load upon the engine and arranged to admit themotor-fluid to or shut it off from the compensating cylinder orcylinders, according to the resistance offered by the load,substantially as described.

4. The combination, with the main cylinders and pistons forming the twosides of a duplex engine and provided with connections by which thevalve or valves of each side is or are operated by the other side, of acompensating cylinder or cylinders for each side of the engine, eachprovided with a piston and rod and supplied with a suit-able motor-fluidand arranged to act in opposition to the main piston or pistons to whichthey are connected during the first part of the stroke, and inconjunction therewith during the last part of the stroke, and a governorvalve or cook controlled by the resistance of the load upon the engineand arranged to admit the motor-fluid to or shut it oft from thecompensating-cylinders, according to the resistance offered by the load,substantially as described.

5. In a pumping-engine, the combination, with a main cylinder orcylinders and piston or pistons, of a compensating cylinder or cylindersprovided with a piston or pistons and rod or rods and supplied with asuitable motor-fluid, and arranged to act in opposition to the mainpiston or pistons during the first part of the stroke, and inconjunction therewith during the last part of the stroke, and a governorvalve or cook controlled by the pressure in the force-main and arrangedto admit the motorfiuid to or shut it ofi from the compensating cylinderor cylinders, according to the pressure in the main, substantially asdescribed.

6. The combination, with the main cylinders and pistons forming the twosides of a duplex pumping-engine and provided with connections by whichthe valve or valves of each side is or are operated by the other side,of a compensating cylinder or cylinders for each side of the engine,each provided with a piston and rod and supplied with a suitablemotor-fluid, and arranged to act in opposition to the main piston orpistons to which they are connected during the first part of the stroke,and in conjuction therewith during the last part of the stroke, and agovernor valve or cook controlled by the pressure in the forcemain andarranged to admit the motor-fluid to or shut it ofi' from thecompensating-cylinders, according to the pressure in the main,substantially as described.

7. The combination, with a main cylinder. or cylinders and piston orpistons, of a compensating cylinderor cylinders provided with a pistonor pistons and rod or rods and supplied with a suitable motor-flu id,and arranged to act in opposition to the mainpiston or pistons duringthe first part of the stroke, and in conjunction therewith during thelast part of the stroke, and a governor-valve arranged to control theadmission of the motor-fluid to the compensating cylinder or cylindersand to permit it to flow freely out of said cylinder or. cylinders,substantially as described.

8. The combination, with a main cylinder or cylinders and piston orpistons, of a com pensating cylinder or cylinders provided with a pistonor pistons and rod or rods and suppliedwith a suitable motor-fluid, andarranged to act in opposition to the main piston or pistons dur-, ingthe first part of the stroke, and in conjunction therewithduring thelast part ofthestroke, and a governor-valve controlled by the resistanceof the load upon the engine, and arranged to admit the motor-fluid to orshut it off from the compensating cylinder or cylinders, according tothe resistance offered by the load, and to permit it to flow freely outof said cylinder or cylinders, substantially as described.

9. In a pumping-engine, the combination, with a main cylinder orcylinders and piston or pistons, ofa compensating cylinder or cyl-.inders provided with a piston or pistons and rod or rods and supplied\vitha suitable motorfluid, and arranged to act in opposition to themain piston or pistons during the first part of the stroke, and inconjunction therewith during the last part of the stroke, and agovernorvalve controlled by the pressure in the forcemain and arrangedto admit the motor-fluid to or shut it ofi from the compensatingcylinder or cylinders, according to the pressure in the main, and topermit it to flow freely out of said cylinder or cylinders,substantially as described.

10. The combination, with a main cylinder or cylinders and piston orpistons and one or more compensating cylinders and pistons, of agovernor valve or cock, as 42, for controlling the admission of themotor-fluid to the compensating cylinder or cylinders, the cylinder 17,communicating with the force-main, and the piston 16, connected to thegovernor valve or cook, substantially as described.

11. The combination, with a main cylinder or cylinders and piston orpistons and one or more compensating cylinders and pistons, of agovernor valve or cock, as 42, for controlling or more compensatingcylinders and pistons, said compensating cylinder or cylinders beingprovided with a volume of liquid which fills it or them behind thepiston or pistons and is acted upon by a gas under pressure,substantially as described.

13. The combination, with the main cylinder or cylinders and piston orpistons, of one or more compensating cylinders and pistons, saidcompensating cylinder or cylinders being provided with a volume ofliquid which fills it or them behind the piston or pistons and is actedupon by a gas under pressure, and a governor valve, or cook whichcontrols the pressure of the liquid upon the piston or pistons of thecompensating cylinder or cylinders, substantially as described.

' 14. The combination, with the main cylinder or cylinders and piston orpistons, and one or more compensating cylinders and pistons, of a tank,as 103, communicating with the compensating cylinder or cylinders andcontaining a volume of gas under pressure, and a volume of liquidinterposed between said gas and the piston or pistons of thecompensating cylinder or cylinders, substantially as described.

15. The combination, with the main cylinder or cylinders and piston orpistons, and one or more compensating cylinders and pistons, of a tank,as 103, communicating with the compensating cylinder or cylinders and 7containing a volume of gas under pressure, a

volume of liquid interposed between said gas and the piston or pistonsof the compensating cylinder or cylinders, and a governor valve or cockwhich controls the pressure of the liquid upon the piston or pistons ofthe compensating cylinder or cylinders, substantially as described.

16. The combination, with the main cylinder or cylinders and piston orpistons, and one or more compensating cylinders and pistons, of a tank,as 103, communicating with the compensating cylinder or cylinders andcontaining a volume of gas under pressure, a volume of liquid interposedbetween said gas and the piston or pistons of the compensating cylinderor cylinders, and a compressor, as 83, for maintaining the properpressure in the tank, substantially as described.

17. The combination, with the main cylinder or cylinders and piston orpistons,-and one or more compensating cylinders and pistons, of achamber, as 74,which communicates with the compensating cylinder orcylinders behind the piston or pistons and contains a volume of liquidunder pressure of a gas, substantially as described.

18. The combination, with the main cylinder or cylinders and piston orpistons, and one or more compensating cylinders and pistons, of achamber, as 74, which communicates with the compensating cylinder orcylinders behind the piston or pistons and contains a volume of liquidunder pressure, and a governor valve or cock, as 42, for controlling theflow of the liquid from the chamber, substantially as described.

19. The combination, with the main cylinder or cylinders and piston orpistons, and one or more compensating cylinders and pistons, of achamber, as 74., which communicates with the compensating cylinder orcylinders behind the piston or pistons and contains a volume of liquidunder pressure, and a governor-valve, as 42, arranged to control theflow of the liquid from the chamber to the cylinder or cylinders and topermit it to flow freely back into the chamber, substantially asdescribed.

20. In a direct-acting pumping-engine, the

combination, with the piston-rod extending through and beyond thewater-cylinder, of connections between the end of the rod at the outerend of the water-cylinder and the steam valve or valves for operatingthe latter, substantially as described.

21. In a direct-acting duplex pumping-engine, the combination, with thepiston-rods 25 26, extending through and beyond the watercylinders, ofconnections, as the links 78, rockshafts 76, Sue, between the end of therod at the outer end of the water-cylinder of each side of the engineand the valve or valves of the opposite side of the engine for operatingthe latter, substantially as described.

22. The combination, with the steam cylinder and piston and itspiston-rod extending through and beyond the water-cylinder, ofconnections between the end of the rod at the outer end of thewater-cylinder and the steam valve or valves for operating the same, thecut-off valves at the opposite ends of the steamcylinders, and the rod67, secured to the piston and passing through the end of the cylinderand having connections for operating the cutoff valves, substantially asdescribed.

23. The combination, with the main cylinder or cylinders and piston orpistons, and one or more compensating cylinders and pistons, of achamber, as 74,which communicates with the compensating cylinder orcylinders behind the piston or pistons and contains a volume of liquid,a tank, as 103, which communicates with said chamber and contains a gasunder pressure, and a cook or valve, as 52, arranged to shut offcommunication between said tank and chamber, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

CHARLES C. \VOBTHINGTON.

WVitnesses:

STILLMAN H. STORY, '1. H. PALMER.

